Carbureter.



E. A. BESSOM & R. IVI. ANDERSON.

I cARBuRETER. APPLICATION FILED FEB-14,1912.

Patented Apr. 6, 1915.

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. ABL A. BESSOM AND RAYMOND UNITED sTATEs PATENT OFFICE.

M'. ANDERSON, or CHICAGO, ILLINOIS, AssIGNoras To STROMBERG Mo'ronDEvI'c'Es COMPANY, or CHICAGO. ILLINOIs; A' CORPORATION or ILLINOIS.

CABBUBETEQR.

Specification of Letters lPatent.

Patented-Apr. c, 1915.

Application led February 14, 1912'l Serial N o.l 677,514.

y To all whom t may concern Be it known that we, EARL A. BEssoM and RAYMOND M. ANDERSON, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and .useful Improvements in Carbureters, of which the following is a' full, clear, concise, and exact de-l are found devices which automatically lend themselves to engine conditions, but the great diflicultyhas been that in these rior devices considerable fore. the response. v 4

It is well known that in order to supply an engine with an eicient charge, there must be certain definite proportions between constituents of the charge, fuel and air, and it is the primary object of our invention to maintain the proper proportions at all times regardless ofthe spasmodic variations which are likely to occur in thee e.4

As in substantiallyall present day carbureters, the lcarbureter ofour invention comprises an air passageway with which a fuel nozzle is associated, the flow from the fuel nozzle being due tothe difference in pressure'at that point and the pressure upon the top of the liquid fuel' .CQHIIlOBly' eln-l ployed in a reservoir connected withfthe nozfor-v the nozzle upon startingsecures great zle. The pressure in the air lpassage depends upon the suction created by the engine and it is this suction which secures theA pneumatic potential for exciting the fuel flow. The suppl to the engine is controlled by a throttle. llpon starting, the throttle valve is openedl and it will be' understood that at this time it is desirablegthat a mixture be secured. In other woiils, a full supply efliciency and as will be described presently, we employ the pressure conditions deter- -time was consume b e.

.larger in thelatter instance.

l.mined bythe position of the valve itself for the purpose of securing this full and ready supply. It has been found in devices of the p rior art that lif a fuel nozzle and the associated parts were so constructed as to givea fully and ready supply upon starting, the eiiici'ency at high speeds would be greatly impaired andY a very considerable waste of fuelv would be entailed. However, with the control such4 as we propose the` supply at higher speeds is properly retarded and the' most advantageous proportions are secured under the various conditions.

The surface of the liquid fuel in the reservoir 1s exposed to the atmosphere. In order. tocarry outo'u'r inventions, however, we control the connections between the reservoir and' the atm'o` here and we provide connection betweenv t e top of the reservoir, that is between that part of the-reservoir over the surfaceof the liquid fuel, and the air passage. The connebtion ybetween `the top of the reservoir and the air passage, is 'under most conditie s, considered'to be abovev or on the engine si e of the'A throttle.V Underspe-v cial conditions, as'will explained, connection is also made with the other side of the throttle. 'It will appear that wheii the throttle is'nearly closed the vacuum on' theA engine side thereof is greater than when it is wide Open and, theoretically, `the vacuum would beat its maximum if the engine were turnedover Onclosed throttle. Viewing the arrangement then from its theoretical stand? point it will be understood lthat asl ,the

vacuum on the engine sideof the throttleis increased, so is the pressure on the top off-- the liiuid .fuel the reservoir-decreased.; It w11 appear, however, that this increase and decrease d oes not occur in direct pro'- portion, and for' this reason rich mixtures may be secured at startingland leaner mixtures maybe secured at igher speeds a1- though the amountk of the totalcharge is The sum and substance of the result .we secure is that'regardlessof the speed of the engine thel definite and proper mixture ismaintained',wh`ile more fuel is 'Provided in Proportion to the air in o rder that t ye proper rich mixture may had. It wil be seen that the opera?- tion is' such that the at the same time, at starting, sufficiently supply for the nozzle- Vranends;e9G11fateli and promptly t0 the va:

rietwns 11.1 any- .enene @Onditwne hwevru struction.

Like reference characters are applied to the same parts throughout the various lig- 1 5 ures.

The main structural supporting unit is in the form of a casting 6 which may be consageway v-of double sidered as being divided into three partsthe main mixing chamber 7, the auxiliary 270 air inlet chamber 8 and the oil inlet chamber 9, the three parts conveniently having their axes in a single plane. The main mixing chamber 7 is supplemented downwardly by an extension 10 which has a central pascommonly called a Venturi tube. The extension 10 is screw-threaded externally -for the reception of a sleeve 11 which then extends downwardly and is provided at the bottom with a preferably integral shelf 12.

shelf 12.

A fuel tube 13 is disposed in axial alinement with the sleeve 1l, part of the tube ex@A tending upwardly into the sleeve and the other part extending downwardly below the This fuel tube is conveniently cast integral with the sleeve 11 and shelf 12 and is supportedv therefrom by means of the spider 14. A circular wall 415, preferably of glass, is clamped between the shelf 12 'l andthe body of the casting 6 so as to form an oil float chamber 16, suitable gaskets 17 and 18 being provided to make a tight compartment. The float chamber 16 is connected with the inside of the fuel tube 13 by means of the passageways 19,- 19 inthe' spider 14. Disposed within the float chamber and surrounding the sleeve 11, so as to bein axial alinement with the Venturi tube, is an annular float 20, the position of this float being subject to the yamount of oil contained in the chamber. The oat chamber 16' is connected with the fuel chamber- 9 by *means of a passageway 21 and the chamber 9 in turn is connected with a source a of oil, supply in the following manner: The

fuel chamber 9 is provided with a double outlet" boss 22, 23, a valve seat member. 24'

" being disposed in the connecting passage between the boss chamber and the fuel chami ber. The boss 22 is in axial alinement with thepassage leading to the fuel chamber and with .a valve to be described. This boss is closed however by the use of a plug 25 and it is Aprovided mostly for structural purposes although, as will be evident to those conical cross section,

. Licence skilled in the art, the fuel could be led into this boss if theassociated arrangement were sol disposed that that would be convenient. The boss 23 is provided with a union 26 from which the pipe 27, leading to the oil supply, extends. A strainer 28'is disposed in the boss 23 so as to prevent impurities from clogging the passage 29, leading to tlre boss chamber, and subsequent passages.

On the top of the casting 6, in axial alinement with the valve opening 30 in the valve seat member 24, a tubular boss 31 is provided and this boss is internally screwthreaded for the reception of a sleeve 32 in which a valve stem 33 is mounted, as clearly illustrated in Fig. 1. At the bottom there# of this valve stem 33 is'provided with al head '34 between which and the sleeve 32 a helical spring 35 is disposed, this spring tending to move the stem downwardly. A

valve 36 is carried in this head' andthe u lower endof the valve is tapered for coperationwith the tapered seat for the valve opening 30. The valve, and consequently the stem, is guided at the bottom by means of a suitable spider 37 seat member 24.

vWithin the fuel chamber 9 a lever 44 is mounted upon a pivot 45, one arm of this lever being bifurcated sopas to engage'the under side'of the head 34 of the stem and the other arm extending through the passageway 21 into the 'float chamber 16.

'The end of the.lever 44'within the float chamber has pivoted thereto at 46 a link 4T which is attached to the float 20. It will now appear that thel oil used for fuel' can enter the carbureter by way of the connection' 27, passing through the opening 29 and up through the valve lopening 30. lt then flows over the side ofthe float chamber and down through the pasageway 21. 1t will be seen that the weight of the' float acts in opposition to the spring 35 and as the float rises this opposition will be removed and the spring 35 will tend to close the .valve l36 to agreater or less extent. When suficient oil has entered 'the float chamber the valve can be closed entirely and float subsequently drops it is opened vto admit more oil. 1

carried by the valve when the The fuel tube 13 is provided at the upper endwith a lnozzle 53 which terminates 1n the restricted zone of the Venturi tube. At the bottom this fuel tube is provided with the normally closed drain cock 54, and is externally screw-threaded for the reception ofthe priming cup 55. chamber is flooded, as heretofore described,

the oil runs out of the nozzle and drops down to this cup. Ajws the` air is drawn through the carbureter, then this excess oil supply is volatilized 'and a rich mixture is secured for starting purposes.

'llhe auxiliary air chamber 8 is provided When the float with an upward opening -in which 'spider 56 is disposed, this Spider having a number,

. the top in the central boss 60 on thesp'lder 56 and at the bottom in a sleeve lhaving threaded engagement with the inside of a downwardly extending boss 62 on the main casting. A helical spring 63 surrounds the stem 59 and extends between Vthe underside of the valve member 5.8 andthe top of the sleeve 61. The sleeve has secured thereto a cup 64, as best shown in Fig. l, whioh is knurled to form a thumb Vpiece and is vprovided with a plurality` ofperipheral slots mounted in a pocket 67 against the tension of a spring 68, may extend so as Ato in any adjusted position. It will seenthat the' manipulationlof theclip 64I-willl result ina change in the tension of the Spring `63; For Convenience the 'pocketY is.. fiiled iii a screw 69 which is nlinted in 'the Inin casting.: i I It will be ssen thstphrt 'of the side, wall of the throat part of the casing, thrttl is disposed is enlarged illustrated at 79 ld isprovided with a srewftliveadd. port 80 in which aplug 8l engags. Thls plul is proiided withV a v'I ei'ipheral groove s2 lrom which ptsstgsyvttyis .s3 'sheet vts. tend into this hij; pssssgt stthsl tsthtrttsh 'rhs tlt'ssd phsitith of the throttlhqivsNillus- T bt thttt tratedv in dotted lines and .it zwill ssgsgwsy s3 hpths int-h tht lstl- .p the throttle, thttt is 0h ththshgihh thtJ pttssttgs step-hhs ihthths tur lhttthat.throttle. A vttttltttl ptt` y tles of the throttle theeil'ect ol "the vaouulil on tl'le` pressureili llo'at chalnber is inter-` mtdists.- when sudden sctslt'rstioh is` to taks plage the4 vacuum tthhvt tht` lthlhttlt is 'alnlost` entirely'dissipatedwfor the tiine beingy and there will be a sudden rush fof yfilfllfrtun the reservoir to and out of the nozzle', ,t

v.v vhtn it islas-sited to. adjust that phsltlhs l of the passageways" and 84 the plug `81 may .be turned* setlist these passgways lny be, Iii'oved toward and 'away foii the sdgts'L hf the throttle 4vttlvt Zthe lh ,that they may, bh sh ttdjustsa thst tht ththttltt vtlv't positively f l htFigz 2W@ have illustra-ted tmb-difcil aIirangfe`inent ,in which` ,b't one. passageway is. pwvid'edtthis.psssagtwty Heins shblth: ,st 88.' Thep'assageway lis disposed 4 eoelitrit: hi ,thjs .plug 89. sh'dhy, ttlhljtthgl tht plug Vit isphsgsiblh thhthts this pssss'gswttyttp tin shown 2y n ttt pended claims wherein our invention is definitely set forth.

We claiinl. ln a carbureter adapted for connection with an engine, an air passage, a throttle in said air passage, a liquid fuel resen- \'oir, a fuel nozzle in said passage and connected with said reservoir, and a connecting passageway `confined alone to the zone of the air passage on the engine side of the throttle and the top of said reservoir, said connecting passageway at the passage end terminating in a rotatable plug and having its outlet eccentric therein, said throttle being so disposed in said passage thaty when closed it may mechanically and positively restrict or close said connecting passageway.

In' a carbureter adapted for connection `with an engine, an air passage, a throttle in said air passage, a liquid fuel reservo'uua fuel nozzle in said passage and conv our names, this 10th day of February, 1912.

neet-ed with said reservoir, a connecting passageway confined alone to the zone of the air passage on the engine side of the throttle and the top of .said reservoir, said connecting passageway at the passage end terminating kin a rotatable plug and having its meente outlet eccentric therein, said throttle being so disposed in said passage that when closed it may mechanicaliy and positively restrict or close said connecting passageway, and an adjustable atmosphere inlet for said resevoir. K

3. in a carbureter adapted for connection with an engine, an air passage, a throttle in said air passage, a liquid fuel reservoir, a fue nozzle in said passage and connected With said reservoir, and a connecting passageway confined alone to the zone of the air passage on the engine side of the throttle the diameter of said passageway at the outlet being approximately the same as the thicknessof the throttle.

In Witness whereof, We hereunto subscribe EARL A.' BESSOM. RAYMOND M.` ANDERSN.

Witnesses:

ARTHUR H. BoETToHnB, ALBiN C. Annesso. 

